JPH036335B2 - - Google Patents
Info
- Publication number
- JPH036335B2 JPH036335B2 JP1208008A JP20800889A JPH036335B2 JP H036335 B2 JPH036335 B2 JP H036335B2 JP 1208008 A JP1208008 A JP 1208008A JP 20800889 A JP20800889 A JP 20800889A JP H036335 B2 JPH036335 B2 JP H036335B2
- Authority
- JP
- Japan
- Prior art keywords
- lever
- control
- fuel injection
- injection pump
- starting
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000002347 injection Methods 0.000 claims description 47
- 239000007924 injection Substances 0.000 claims description 47
- 239000000446 fuel Substances 0.000 claims description 31
- 238000002485 combustion reaction Methods 0.000 claims description 8
- 230000000694 effects Effects 0.000 claims description 2
- 230000033001 locomotion Effects 0.000 description 5
- 230000001105 regulatory effect Effects 0.000 description 5
- 238000009826 distribution Methods 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 239000000725 suspension Substances 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 230000033228 biological regulation Effects 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000002788 crimping Methods 0.000 description 1
- 208000018999 crinkle Diseases 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000010008 shearing Methods 0.000 description 1
- 230000001629 suppression Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- 238000011282 treatment Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
- F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
- F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
- F02D1/10—Transmission of control impulse to pump control, e.g. with power drive or power assistance mechanical
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
- F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
- F02D1/025—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by means dependent on engine working temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
- F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
- F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
- F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
- F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
- F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
- F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
- F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
- F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
- F02M41/125—Variably-timed valves controlling fuel passages
- F02M41/126—Variably-timed valves controlling fuel passages valves being mechanically or electrically adjustable sleeves slidably mounted on rotary piston
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
- F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
- F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
- F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
- F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
- F02M41/128—Varying injection timing by angular adjustment of the face-cam or the rollers support
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
- F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- High-Pressure Fuel Injection Pump Control (AREA)
- Fuel-Injection Apparatus (AREA)
Description
【発明の詳細な説明】
本発明は、内燃機関用の燃料噴射ポンプであつ
て、カム駆動装置によつて駆動される1つのプラ
ンジヤを備えており、カム駆動装置は1つの回転
部材と、定置に配置されて運転パラメータおよび
運転温度に関連して回動可能な1つの部材とから
成つていて、これら両部材は1つのカム面を介し
て互いに結合されており、調速機を介して操作可
能な1つの燃料噴射量調節部材を備えており、調
速機は1つの調節可能なアイドリングストツパと
1つの全負荷ストツパとの間において噴射ポンプ
外部で操作可能である1つのコントロールレバー
を介して調節可能な噴射ポンプ内部の1つの制御
ばねを有しており、温度に関連して動作する1つ
の調整部材を備えており、この調整部材は調節軸
に結合された1つのレバーに作用していて、調節
軸は、カム駆動装置の定置の回動可能な部材を温
度に関連して回動調節するための1つの調節部材
に結合されており、前記調整部材は同時に燃料噴
射量制御に影響を及ぼす1つの部材にも作用する
形式のものに関する。DETAILED DESCRIPTION OF THE INVENTION The present invention is a fuel injection pump for an internal combustion engine, comprising one plunger driven by a cam drive, the cam drive having one rotating member and a stationary and a member which is arranged in the same direction and is rotatable in relation to the operating parameters and the operating temperature, both parts being connected to each other via a cam surface and via a speed governor. The governor has one control lever which can be operated externally to the injection pump between one adjustable idle stop and one full load stop. It has a control spring inside the injection pump which can be adjusted via a temperature-related regulating element which acts on a lever connected to the regulating shaft. and the adjusting shaft is connected to an adjusting element for temperature-related rotational adjustment of the stationary rotatable element of the cam drive, said adjusting element simultaneously controlling the fuel injection quantity. It relates to a type that also acts on one member that affects the
公知の燃料噴射ポンプの例によれば互いに独立
して働く機構を介して始動時の燃料増量、アイド
リング回転数調整、さらに回転数に関連した噴射
時期調節がなされる。しかしながら、デイーゼル
機関に課せられる要求から噴射ポンプの機能に機
関温度に関連した制御操作を導入することが必要
になつてきている。例えば、既に公知のこととし
て、1つの膨張部材および1本のボーデンケーブ
ルを介して燃料噴射ポンプのコントロールレバー
のゼロ位置もしくは静止位置を変化させ、これに
よつて機関温度の上昇に伴つてアイドリング回転
数を低下させることが知られている。さらに、1
つのサーモスタツトを介して1つの油圧式の噴射
時期調節器、すなわちタイマーのピストンを冷間
始動時に「早め」に合わせて調節することが知ら
れている。また、1つのサーモスタツトを介して
始動時増量を始動時温度の上昇と共に減少させる
ことも知られている。これら公知の処置はそれぞ
れ個別には問題ない制御操作といえる。しかし、
多くの場合これらの処置のたんに1つだけの適用
では十分でない。他面においてこれらの複数の制
御操作を採用することは所要の構成部分の増加に
よつて噴射ポンプの体積を不都合に大きくし、高
価にする。しかも、種々の検出器や変換器のため
に種々な制御値を互いに同調させるという問題も
生ずる。 In the case of known fuel injection pumps, mechanisms that operate independently of each other are used to increase the amount of fuel at startup, to adjust the idling speed, and to adjust the injection timing in relation to the speed. However, the demands placed on diesel engines have made it necessary to introduce engine temperature-related control operations into the functioning of the injection pump. For example, it is already known to change the zero or rest position of the control lever of a fuel injection pump via an expansion member and a Bowden cable, so that the idling speed increases as the engine temperature increases. known to reduce numbers. Furthermore, 1
It is known to adjust one hydraulic injection timing regulator, ie the piston of a timer, via two thermostats "early" during a cold start. It is also known to reduce the starting charge via a single thermostat as the starting temperature increases. Individually, each of these known measures can be said to be a control operation without any problem. but,
Application of just one of these treatments is often not sufficient. On the other hand, employing these multiple control operations makes the injection pump undesirably bulky and expensive due to the increased number of components required. Moreover, the problem arises of synchronizing the various control values for the various detectors and transducers with one another.
本発明の目的は、冷間始動時における噴射時期
の「早め」方向の制御と、始動後の機関温度上昇
に合わせた始動用増量燃料の減少制御と、機関温
度上昇に合わせたアイドリング回転数の低下制御
との3つの制御操作を同時に行えるようにし、し
かもそのために燃料の噴射ポンプの体積が不都合
に大きくならないようにすることである。このよ
うな目的を本発明は特許請求の範囲に示す特徴事
項によつて達成した。 The objects of the present invention are to control the injection timing "earlier" at the time of cold start, to reduce the amount of additional starting fuel in accordance with the rise in engine temperature after starting, and to control the idling speed in accordance with the rise in engine temperature. The object of the present invention is to enable three control operations including the lowering control to be carried out simultaneously, and to prevent the volume of the fuel injection pump from becoming undesirably large. This object has been achieved by the features shown in the claims.
特許請求の範囲に示す本発明による燃料噴射ポ
ンプによれば、簡単な形式で、温度に関連させた
多くの制御操作をその個々の制御値を簡単確実に
同調させて噴射ポンプ調節機能に編入することが
できるという利点が得られる。別の著しい利点と
して、多くの制御操作の可能性を有する1つの基
本装置が大量生産で製作可能であり、実地におい
ては内燃機関の必要に応じて1つ又はもつと多く
の制御操作の可能性を利用すればよい。従つて多
くの場合、例えばターボ過給機のような特別な装
備をもつ内燃機関でも標準的な内燃機関の場合と
同じ型の噴射ポンプを備えることができる。 With the fuel injection pump according to the invention as defined in the patent claims, it is possible in a simple manner to incorporate a number of temperature-related control operations into the injection pump regulation function by simply and reliably synchronizing the individual control values. This gives you the advantage of being able to. Another significant advantage is that one basic device with many control operation possibilities can be produced in mass production, and in practice one or many control operation possibilities are possible depending on the needs of the internal combustion engine. You can use . Therefore, in many cases even specially equipped internal combustion engines, such as turbochargers, for example, can be provided with the same type of injection pump as in standard internal combustion engines.
次に図面に示した実施例について本発明を詳述
する:
第1図に示されている燃料噴射ポンプの場合、
ケーシング1内に1つのバレル2が配置されてい
て、このバレル2はバレル内孔3を有している。
このバレル内孔3内で1つのプランジヤ4が往復
動と共に回転運動を行う。バレル内孔3内に形成
されている作業室5はプランジヤ4の吸込工程の
間に1つの吸込孔を介してケーシング1内に配置
された吸込室7から燃料を供給され、プランジヤ
4がこの燃料を吐出行程の間に吐出導管8(たん
に1つだけ図示)を介して個々の噴射ノズルへ燃
料を圧送する。燃料供給並びに吐出導管8への分
配には作業室5から分岐するプランジヤ4内の1
つの中央孔9が役立てられ、この中央孔9にはプ
ランジヤ4の周面の1つの分配縦みぞ10が接続
されていて、この分配縦みぞ10はプランジヤ4
の回転運動に伴い各吐出導管8に順次合致する。 The invention will now be explained in detail with reference to the embodiment shown in the drawings: In the case of the fuel injection pump shown in FIG.
A barrel 2 is arranged inside the casing 1 and has a barrel bore 3 .
Within this barrel inner hole 3, one plunger 4 performs reciprocating motion and rotational motion. The working chamber 5 formed in the barrel bore 3 is supplied with fuel during the suction stroke of the plunger 4 from a suction chamber 7 arranged in the casing 1 via one suction hole, and the plunger 4 receives this fuel. During the discharge stroke, fuel is pumped through discharge conduits 8 (only one shown) to the individual injection nozzles. 1 in the plunger 4 which branches off from the working chamber 5 for fuel supply and distribution to the discharge conduit 8.
Two central holes 9 are used, to which are connected one distribution groove 10 on the circumference of the plunger 4, which distribution groove 10 is connected to the circumference of the plunger 4.
With the rotational movement of , the discharge conduits 8 are sequentially aligned with each other.
プランジヤ4の駆動はカム駆動装置11を介し
てなされる。このカム駆動装置11は、第2図に
明白に示されているように、カム駆動装置11の
ほぼ定置の部材として複数のローラ12を保持し
た1つのローラリング13と、プランジヤ4に結
合されていてローラ12上を回転する回転部材と
しての1つの正面カム板14を備えている。カム
円板14並びにプランジヤ4は1つのカツプリン
グ(図示せず)を介して駆動軸15によつて連行
回転される。ケーシング1内に定置に支承されて
いるローラリング13は噴射開始調節のため1つ
の油圧式のタイマー16のピストンを介して内燃
機関の回転数および温度のような運転パラメータ
に関連して若干の角度だけ回動可能である。プラ
ンジヤ4の行程駆動はカム円板14によつて1つ
の戻しばね17の力に抗してなされる。 The plunger 4 is driven via a cam drive device 11. The cam drive 11 is connected to the plunger 4 and to a roller ring 13 carrying rollers 12 as substantially stationary members of the cam drive 11, as clearly shown in FIG. One front cam plate 14 is provided as a rotating member that rotates on a roller 12. Cam disk 14 as well as plunger 4 are rotated entrained by drive shaft 15 via a coupling (not shown). A roller ring 13, which is fixedly mounted in the housing 1, is controlled at a certain angle by means of the piston of a hydraulic timer 16 for adjusting the injection start, depending on the operating parameters such as the rotational speed and the temperature of the internal combustion engine. can only be rotated. The stroke drive of the plunger 4 is effected by a cam disk 14 against the force of a return spring 17.
ケーシング1内に配置された吸込室並びにタイ
マー16は1つの燃料ポンプ18によつて燃料を
供給される。燃料ポンプ18の圧力は機関回転数
に従つて制御されて、燃料圧によつてタイマー1
6のピストンに相応の調節運動を生ぜしめる。 The suction chamber arranged in the housing 1 as well as the timer 16 are supplied with fuel by a fuel pump 18 . The pressure of the fuel pump 18 is controlled according to the engine speed, and the timer 1 is set depending on the fuel pressure.
6 causes a corresponding adjustment movement in the piston.
燃料噴射量を制御するためには、吸込室7へ入
り込んでいるプランジヤ4の部分に配置されてい
る1つのコントロールスリーブ20が燃料噴射量
調節部材として使われる。このコントロールスリ
ーブ20はプランジヤ4内の中央孔9に交さする
1つの横孔21の開口を制御する。このコントロ
ールスリーブ20が第1図に示すようにプランジ
ヤ4上で高い位置を占めていればそれだけ横孔2
1がプランジヤ行程に伴つて遅く開制御され、即
ち噴射量が多くなる。低く位置していればこの逆
となる。このコントロールスリーブ20は1つの
機械式の調速機23によつてしゆう動する。この
調速機23は、個所M1に支承されて始動燃料調
整部材として使われる1つの始動レバー24を備
えており、この始動レバー24には、遠心ウエイ
ト26を介して働く遠心調速機構の調速スリーブ
25が直接作用する。遠心調速機構の駆動は1つ
の歯車装置27を介して駆動軸15によつて行わ
れる。始動レバー24は1つの比較的弱い始動ば
ね28を介して1つの緊張レバー29に支えられ
ている。この緊張レバー29も個所M1に支承さ
れていて、調速スリーブ25の相応の行程に伴つ
て始動レバー24によつて連行される。この始動
レバー24が緊張レバー29に接触するのに伴い
先ずアイドリングばね30に、次いで制御ばね3
1に負荷が及ぼされる。作用的にはこれらの始動
ばね28、アイドリングばね30、制御ばね31
が相前後して配置されている。アイドリングばね
30は制御ばね31よりも弱いので、制御ばね3
1の下方の懸架点32の位置が、1つのストツプ
33によつてきめられた緊張レバー29のアイド
リングに相当する静止位置におけるアイドリング
ばね30の初張力をきめている。制御ばね31の
初張力は1つのコントロールレバー34によつて
規定される。このコントロールレバー34は運転
者によつて操作されて下方の懸架点32を調節
し、調節位置次第で回転数に対する噴射量の比に
変化をあたえる。 In order to control the fuel injection quantity, a control sleeve 20, which is arranged in the part of the plunger 4 extending into the suction chamber 7, is used as a fuel injection quantity adjustment element. This control sleeve 20 controls the opening of one lateral hole 21 intersecting the central hole 9 in the plunger 4 . The higher the control sleeve 20 is on the plunger 4 as shown in FIG.
1 is controlled to open late with the plunger stroke, that is, the injection amount increases. The opposite is true if it is located low. This control sleeve 20 is moved by a single mechanical speed governor 23. The speed governor 23 is equipped with one starting lever 24 supported at a point M1 and used as a starting fuel adjusting member. The speed sleeve 25 acts directly. The centrifugal speed governor mechanism is driven by the drive shaft 15 via one gear device 27. The starting lever 24 rests on a tensioning lever 29 via a relatively weak starting spring 28 . This tensioning lever 29 is also mounted at point M1 and is driven by the starting lever 24 with a corresponding stroke of the regulating sleeve 25. As this starting lever 24 comes into contact with the tension lever 29, first the idling spring 30 and then the control spring 3
1 is loaded. Operationally, these starting spring 28, idling spring 30, control spring 31
are placed one after the other. Since the idling spring 30 is weaker than the control spring 31, the control spring 3
The position of the lower suspension point 32 determines the initial tension of the idling spring 30 in the rest position, which corresponds to the idling of the tensioning lever 29 determined by one stop 33. The initial tension of the control spring 31 is determined by one control lever 34 . This control lever 34 is operated by the driver to adjust the lower suspension point 32, and changes the ratio of the injection amount to the rotational speed depending on the adjustment position.
始動レバー24には1つのしや断レバー35の
形の調整部材も作用する。このしや断レバー35
を介して始動レバー24の位置がきめられ、この
始動レバー24および緊張レバー29が1つの位
置、即ち図で見てコントロールスリーブ20が押
し下げられてもはや噴射が不能になる位置へ旋回
される。このしや断レバー35はさらに最大始動
時増量を調整するために始動レバー24に対する
1つのストツパをなしている。しや断レバー35
のわずかな旋回に伴つて相応にコントロールスリ
ーブ20の位置、ひいては始動時増量が変化す
る。始動時増量が例えば内燃機関が冷えてない際
に望ましくなければ、しや断レバー35によつて
始動レバー24を始動時に直接に緊張レバー29
へ押し付け、これによつて始動時増量をしや断す
る。 An adjusting element in the form of a crinkle lever 35 also acts on the starting lever 24 . This shingle lever 35
The starting lever 24 is positioned via the triggering lever 24 and the tensioning lever 29 is swiveled into a position, ie a position in which the control sleeve 20 is pressed down and injection is no longer possible as seen in the figure. This crimping lever 35 also serves as a stop for the starting lever 24 in order to adjust the maximum starting increase. Shading lever 35
With the slight pivoting of the engine, the position of the control sleeve 20 and thus the start-up amount change accordingly. If a starting increase is undesirable, for example when the internal combustion engine is not cold, the starting lever 24 can be moved directly to the tensioning lever 29 by means of the shearing lever 35.
This prevents the amount from increasing at startup.
アイドリングもしくは始動時増量を機関温度に
関連して制御できるようにするには、しや断レバ
ー35もしくは始動レバー24の起点位置又は懸
架点32もしくはコントロールレバー34の起点
位置を温度感応式の調整部材によつて調整可能な
1つのアイドリングストツパによつて変化させる
ことで十分である。しや断レバー35の場合その
可能なレバー行程は温度が上昇すると共に小さく
なり、コントロールレバー34の場合1つの全負
荷ストツパ41とアイドリングストツパとの間の
可能な行程は温度が上昇すると共に大きくなる。
このコントロールレバー34の場合、アイドリン
グストツパとの接触位置においてアイドリングば
ね30への負荷が温度の上昇と共に一層軽減され
ることになる。このような負荷の軽減の結果アイ
ドリング中の噴射量抑制制御回転数は一層低い回
転数になる。 In order to be able to control the increase in idling or starting power in relation to the engine temperature, the starting position of the shingle lever 35 or the starting lever 24 or the starting position of the suspension point 32 or the control lever 34 can be adjusted using a temperature-sensitive adjustment member. It is sufficient to vary it by one idle stop which can be adjusted by. In the case of the shingle lever 35, the possible lever travel becomes smaller as the temperature increases, and in the case of the control lever 34, the possible travel between one full-load stop 41 and the idle stop increases as the temperature increases. Become.
In the case of this control lever 34, the load on the idling spring 30 at the position of contact with the idling stopper is further reduced as the temperature increases. As a result of such load reduction, the injection amount suppression control rotation speed during idling becomes a lower rotation speed.
第2図には第1図の−線に沿つて燃料噴射
ポンプのカム駆動装置11が示されている。ロー
ラ12を備えたローラリング13は1つのピン3
7を介して油圧式のタイマー16のピストンによ
つて回動を生ずる。ローラリング13の1つのみ
ぞ38には調節部材として1つの調節装置40の
偏心ピン39も係合しており、これによつて特に
冷間始動の際にローラリング13を強制的に早期
噴射に合わせて調節することができる。このよう
な早期噴射調節を直接にタイマー16のピストン
に作用させることも可能である。この場合タイマ
ー16のピストンを機関が冷えている時に早期噴
射に合わせて押しずらす。このような早期噴射調
節は1つのサーモスタツト又は温度感応式の調整
部材を介して有利に行える。もちろんこの早期噴
射調節は噴射タイマー16のピストンを動作させ
る油圧の制御によつてなされるようにすることも
可能である。重要なことは「早期」の方向へのロ
ーラリングの回動が1つの温度検出器を介してな
され、この温度検出器が始動時増量もしくはアイ
ドリング回転数を変化させるために調速機におい
て同じ調整割合を生ぜしめるということである。 In FIG. 2, the cam drive device 11 of the fuel injection pump is shown along the - line in FIG. Roller ring 13 with rollers 12 has one pin 3
Rotation is caused by a piston of a hydraulic timer 16 via 7. An eccentric pin 39 of an adjusting device 40 also engages as an adjusting element in one groove 38 of the roller ring 13, which forces the roller ring 13 into an early injection, especially during a cold start. It can be adjusted accordingly. It is also possible to effect such an early injection adjustment directly on the piston of the timer 16. In this case, the piston of the timer 16 is pushed and shifted in time for early injection when the engine is cold. Such an early injection adjustment can advantageously be carried out via a thermostat or a temperature-sensitive regulating element. Of course, this early injection adjustment can also be made by controlling the oil pressure that operates the piston of the injection timer 16. What is important is that the rotation of the roller ring in the "early" direction is carried out via one temperature sensor, which is activated by the same adjustment in the governor to increase the starting power or to change the idling speed. This means that it gives rise to proportions.
第3図には燃料噴射ポンプから燃料を供給され
る機関に配置されている温度検出器42又は温度
感応式の調整部材が示されている。この、いわゆ
る膨張型の検出器として構成されている温度検出
器は機関の冷却水の貫流を受ける1つの室43内
へ入り込んでいる。この温度検出器42は温度が
上昇すると共にピン44を介してピストン45を
ばね46の力に抗して前方へ押しずらす。ピスト
ン45には2本のボーデンケーブル47が固定さ
れており、これによつて、しや断レバー35およ
びコントロールレバー34の運動およびタイマー
16の早期噴射調節の同期的、即ち同時的な制御
を行うことができる。もちろん、これらの制御操
作すなわち、始動時の噴射時期の「早め」方向の
制御操作と始動時増量に対する始動後の減少方向
の制御操作とアイドリング回転数の低下方向の制
御操作との3つの制御操作の内たんに2つのみを
この温度検出器を介して行うことも可能である。
本発明によればしかし燃料噴射ポンプを1つの温
度検出器によつてたんに1本のボーデンケーブル
を介して制御することもできる。 FIG. 3 shows a temperature sensor 42 or a temperature-sensitive regulating element which is arranged in the engine which is supplied with fuel by a fuel injection pump. This temperature sensor, which is constructed as a so-called expansion sensor, extends into a chamber 43 through which engine cooling water flows. As the temperature increases, the temperature sensor 42 pushes the piston 45 forward through the pin 44 against the force of the spring 46. Two Bowden cables 47 are fixed to the piston 45 and provide synchronous or simultaneous control of the movement of the shingle lever 35 and the control lever 34 and of the early injection adjustment of the timer 16. be able to. Of course, these control operations include three control operations: a control operation to "advance" the injection timing at startup, a control operation to decrease the amount increased at startup after startup, and a control operation to decrease the idling rotation speed. It is also possible to carry out only two of these via this temperature sensor.
According to the invention, however, it is also possible to control the fuel injection pump with a temperature sensor via only one Bowden cable.
たんに1本のボーデンケーブルの例が第4図お
よび第5図に示されている。ボーデンケーブル4
8の噴射ポンプ側の端部が1つのアングル片49
を介して噴射ポンプに固定されており、他方の端
部は内燃機関側における1つの温度検出器42に
結合されている。ボーデンケーブル48のケーブ
ル50は1つの案内ピン51内へ通されて自由端
を第1の止めねじ52によつて固定されている。
このケーブル50の自由区間の中間にはストツパ
としての第2の止めねじ53が配置されており、
この止めねじ53はしや断レバー35の起点位置
を規定する。 An example of just one Bowden cable is shown in FIGS. 4 and 5. bowden cable 4
Angle piece 49 with one end on the injection pump side of 8
The other end is connected to a temperature sensor 42 on the internal combustion engine side. The cable 50 of the Bowden cable 48 is threaded into one guide pin 51 and fixed at its free end by a first set screw 52.
A second set screw 53 as a stopper is arranged in the middle of the free section of this cable 50,
This set screw 53 defines the starting position of the shear cutting lever 35.
第1の止めねじ52は案内ピン51へ作用して
おり、この案内ピン51はケーシングに固定され
た1つのアングル片54内でばね55の力に抗し
て軸線方向で押しずらし可能である。この案内ピ
ン51にはアイドリングストツパとして使われる
1つのストツパ調整部材56が固定されていて、
コントロールレバー34の旋回行程を増減するこ
とができる。これによつて、燃料噴射量制御、ア
イドリング制御並びに始動時増量制御に同期的に
影響を及ぼすことができる。第3図に示す同期的
に動かされる第2のボーデンケーブルを介して1
つの制御操作を噴射時期調節に及ぼすことができ
る。 The first set screw 52 acts on a guide pin 51 which can be displaced axially against the force of a spring 55 in an angled piece 54 fixed to the housing. A stopper adjustment member 56 used as an idling stopper is fixed to this guide pin 51.
The turning stroke of the control lever 34 can be increased or decreased. Thereby, it is possible to synchronously influence fuel injection amount control, idling control, and starting amount increase control. 1 via a synchronously operated second Bowden cable as shown in FIG.
Two control operations can be applied to injection timing adjustment.
第1図は本発明の燃料噴射ポンプの縦断面図、
第2図は第1図の−線による横断面図、第3
図は機関温度検出器の縦断面図、第4図は始動時
増量用の調整部材およびアイドリング回転数用の
調整部材を示す平面図、第5図は第4図の例を90
度ずらして示した図である。
1……ケーシング、2……バレル、3……バレ
ル内孔、4……プランジヤ、5……作業室、6…
…吸込孔、7……吸込室、8……吐出導管、9…
…中央孔、10……分配みぞ、11……カム駆動
装置、13……ローラリング、14……カム円
板、15……駆動軸、16……タイマー、17…
…戻しばね、20……コントロールスリーブ、2
3……調速機、24……始動レバー、25……調
速スリーブ、26……遠心ウエイト、28……始
動ばね、29……緊張レバー、30……アイドリ
ングばね、31……制御ばね、34……コントロ
ールレバー、35……しや断レバー、39……偏
心ピン、40……調節装置、42……温度検出
器、43……室、44……ピン、45……ピスト
ン、46……ばね、47……ボーデンケーブル、
48……ボーデンケーブル、49……アングル
片、51……案内ピン、52……第1の止めね
じ、53……第2の止めねじ、54……アングル
片、56……ストツパ調整部材。
FIG. 1 is a longitudinal sectional view of the fuel injection pump of the present invention;
Figure 2 is a cross-sectional view taken along the - line in Figure 1;
The figure is a longitudinal cross-sectional view of the engine temperature detector, Figure 4 is a plan view showing the adjustment member for increasing the starting amount and the adjustment member for idling speed, and Figure 5 is the example of Figure 4.
It is a diagram shown shifted by degrees. 1... Casing, 2... Barrel, 3... Barrel inner hole, 4... Plunger, 5... Working chamber, 6...
...Suction hole, 7...Suction chamber, 8...Discharge conduit, 9...
... Central hole, 10 ... Distribution groove, 11 ... Cam drive device, 13 ... Roller ring, 14 ... Cam disc, 15 ... Drive shaft, 16 ... Timer, 17 ...
...Return spring, 20...Control sleeve, 2
3... Speed governor, 24... Start lever, 25... Speed governor sleeve, 26... Centrifugal weight, 28... Start spring, 29... Tension lever, 30... Idling spring, 31... Control spring, 34... Control lever, 35... Shrink lever, 39... Eccentric pin, 40... Adjustment device, 42... Temperature detector, 43... Chamber, 44... Pin, 45... Piston, 46... ...Spring, 47...Bowden cable,
48... Bowden cable, 49... Angle piece, 51... Guide pin, 52... First set screw, 53... Second set screw, 54... Angle piece, 56... Stopper adjustment member.
Claims (1)
駆動装置11によつて駆動される1つのプランジ
ヤ4を備えており、カム駆動装置11は1つの回
転部材14と、定置に配置されて運転パラメータ
および運転温度に関連して回動可能な1つの部材
13とから成つていて、これら両部材14,13
は1つのカム面を介して互いに結合されており、
調速機23を介して操作可能な1つの燃料噴射量
調節部材20を備えており、調速機23は1つの
調節可能なアイドリングストツパ56と1つの全
負荷ストツパとの間において噴射ポンプ外部で操
作可能である1つのコントロールレバー34を介
して調節可能な噴射ポンプ内部の1つの制御ばね
31を有しており、温度に関連して動作する1つ
の調整部材を備えており、この調整部材はカム駆
動装置11の定置の回動可能な部材13を温度に
関連して回動調節するための1つの調節部材39
に結合されたレバーに作用しており、前記調整部
材は同時に燃料噴射量制御に影響を及ぼす1つの
部材にも作用する形式のものにおいて、温度に関
連して動作する前記調整部材42,44,45,
46が2つのボーデンケーブルに結合されてお
り、一方のボーデンケーブルがカム駆動装置側の
前記レバーに結合されていて他方のボーデンケー
ブルが前記コントロールレバー34のアイドリン
グストツパ56に連結されており、アイドリング
ストツパ56は1つのばね55を介して1つのス
トツパに保持されており、他方のボーデンケーブ
ル48はケーブル50上で位置固定可能な第1の
止めねじ52を介してアイドリングストツパ56
に連結されており、アイドリングストツパ56は
止めねじ52によつてばね55の力に抗して位置
調節可能であり、ボーデンケーブル48はケーブ
ル50上の第2の止めねじ53を介して調速機の
始動時噴射量を調整する始動レバー24,35を
始動時増量の調節のために操作可能であることを
特徴とする、燃料噴射ポンプ。1 A fuel injection pump for an internal combustion engine, comprising one plunger 4 driven by a cam drive device 11, the cam drive device 11 having one rotating member 14 and a fixedly arranged fuel injection pump that controls operating parameters. and one member 13 which is rotatable in relation to the operating temperature, both members 14, 13.
are connected to each other via one cam surface,
It has one fuel injection amount adjustment member 20 that can be operated via a speed governor 23, which is arranged between one adjustable idling stop 56 and one full load stop outside the injection pump. It has a control spring 31 inside the injection pump which is adjustable via a control lever 34 which can be actuated at is an adjusting element 39 for temperature-related rotational adjustment of the stationary rotatable element 13 of the cam drive 11;
said adjusting member 42, 44, which operates in relation to temperature, in the type in which said adjusting member simultaneously acts on a member having an effect on the fuel injection quantity control; 45,
46 is connected to two Bowden cables, one Bowden cable is connected to the lever on the cam drive side and the other Bowden cable is connected to the idle stopper 56 of the control lever 34, so that the idle The stop 56 is held in one stop via a spring 55, and the other Bowden cable 48 is held in the idle stop 56 via a first locking screw 52 which can be fixed in position on the cable 50.
The idle stopper 56 can be adjusted in position by a set screw 52 against the force of the spring 55, and the Bowden cable 48 can be adjusted via a second set screw 53 on the cable 50. A fuel injection pump characterized in that starting levers 24 and 35 for adjusting the amount of injection at the time of starting the engine can be operated to adjust the increase in amount at the time of starting.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19782844910 DE2844910A1 (en) | 1978-10-14 | 1978-10-14 | FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES |
DE2844910.7 | 1978-10-14 |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP13277779A Division JPS5554640A (en) | 1978-10-14 | 1979-10-15 | Fuel injection pump for internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH02191825A JPH02191825A (en) | 1990-07-27 |
JPH036335B2 true JPH036335B2 (en) | 1991-01-29 |
Family
ID=6052254
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP13277779A Granted JPS5554640A (en) | 1978-10-14 | 1979-10-15 | Fuel injection pump for internal combustion engine |
JP1208008A Granted JPH02191825A (en) | 1978-10-14 | 1989-08-14 | Fuel injection pump for internal combustion engine |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP13277779A Granted JPS5554640A (en) | 1978-10-14 | 1979-10-15 | Fuel injection pump for internal combustion engine |
Country Status (5)
Country | Link |
---|---|
US (1) | US4312312A (en) |
JP (2) | JPS5554640A (en) |
DE (1) | DE2844910A1 (en) |
FR (1) | FR2438748B1 (en) |
GB (1) | GB2033474B (en) |
Families Citing this family (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6131157Y2 (en) * | 1981-03-12 | 1986-09-10 | ||
DE3148214A1 (en) * | 1981-12-05 | 1983-06-09 | Robert Bosch Gmbh, 7000 Stuttgart | FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES |
JPS58163644U (en) * | 1982-04-27 | 1983-10-31 | 株式会社ボッシュオートモーティブ システム | Distributed fuel injection pump starting advance angle and idle up device |
DE3217351A1 (en) * | 1982-05-08 | 1983-11-10 | Vdo Adolf Schindling Ag, 6000 Frankfurt | ARRANGEMENT FOR INCREASING THE IDLE SPEED |
DE3242108A1 (en) * | 1982-11-13 | 1984-05-17 | Robert Bosch Gmbh, 7000 Stuttgart | DISTRIBUTOR INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES |
US4541391A (en) * | 1984-03-27 | 1985-09-17 | Caterpillar Tractor Co. | Timing control for fuel injection apparatus |
US4502440A (en) * | 1984-04-30 | 1985-03-05 | General Motors Corporation | Fuel injector governor |
DE3418174A1 (en) * | 1984-05-16 | 1985-11-21 | Robert Bosch Gmbh, 7000 Stuttgart | FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES |
DE3418437A1 (en) * | 1984-05-18 | 1985-11-21 | Robert Bosch Gmbh, 7000 Stuttgart | FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES |
FR2564902B1 (en) * | 1984-05-25 | 1988-10-28 | Calorstat Investissements | IMPROVEMENTS ON TEMPERATURE-SENSITIVE CONTROL DEVICES, ESPECIALLY ACCELERATED SLOW-MOTION CONTROL DEVICES FOR DIESEL ENGINES |
DE3532720A1 (en) * | 1985-09-13 | 1987-03-19 | Bosch Gmbh Robert | Fuel injection pump for internal combustion engines |
DE3540409A1 (en) * | 1985-11-14 | 1987-05-21 | Bosch Gmbh Robert | Fuel injection pump for internal combustion engines |
JPS62117241U (en) * | 1986-01-20 | 1987-07-25 | ||
DE3900317C2 (en) * | 1989-01-07 | 1995-11-02 | Bosch Gmbh Robert | Distributor fuel injection pump for internal combustion engines |
DE3900345A1 (en) * | 1989-01-07 | 1990-07-12 | Bosch Gmbh Robert | DISTRIBUTION FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES |
DE3931603A1 (en) * | 1989-09-22 | 1991-04-04 | Bosch Gmbh Robert | FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES |
DE4214692B4 (en) * | 1992-05-02 | 2005-04-07 | Deutz Ag | Injection device for internal combustion engine with thermostatic adjustment of the fuel delivery |
JP4213882B2 (en) * | 2001-07-16 | 2009-01-21 | ヤンマー株式会社 | Fuel injection amount control device |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE7338436U (en) * | 1974-01-24 | Daimler Benz Ag | Injection pump for an air-compressing injection internal combustion engine | |
US1935507A (en) * | 1933-02-02 | 1933-11-14 | Kuttner Julius | Controlling device for engines |
GB530668A (en) * | 1938-07-30 | 1940-12-17 | Bosch Gmbh Robert | Improvements in apparatus for controlling the fuel supply of internal combustion engines |
US2272726A (en) * | 1939-12-11 | 1942-02-10 | John Fowler & Co Leeds Ltd | Control of fuel injection engines |
US3015326A (en) * | 1958-04-12 | 1962-01-02 | Daimler Benz Ag | Control arrangement for fuel injection devices |
US3421486A (en) * | 1967-04-10 | 1969-01-14 | Allis Chalmers Mfg Co | Fuel injection control |
DE1751499B1 (en) * | 1967-06-10 | 1971-04-08 | Alfa Romeo Societa Per Azioni | Control device for mixture-compressing injection internal combustion engines |
DE2003927A1 (en) * | 1970-01-29 | 1971-08-12 | Bosch Gmbh Robert | Control device for the fuel-air mixture in internal combustion engines working with external ignition |
US3640259A (en) * | 1970-06-12 | 1972-02-08 | Alfa Romeo Spa | Regulator for gasoline injection pumps |
JPS544580Y2 (en) * | 1973-06-23 | 1979-02-27 | ||
US3970064A (en) * | 1974-01-23 | 1976-07-20 | Robert Bosch G.M.B.H. | RPM regulator for fuel injection pumps |
DE2521827C3 (en) * | 1975-05-16 | 1982-09-23 | Volkswagenwerk Ag, 3180 Wolfsburg | Control device for a fuel injection pump of a compression-ignition internal combustion engine |
DE2644042C2 (en) * | 1976-09-30 | 1986-12-18 | Robert Bosch Gmbh, 7000 Stuttgart | Adjustment device for the start of injection in a fuel injection pump for an internal combustion engine |
DE2644994A1 (en) * | 1976-10-06 | 1978-04-13 | Bosch Gmbh Robert | SPEED CONTROLLER FOR INJECTION COMBUSTION ENGINES |
DE2701531A1 (en) * | 1977-01-15 | 1978-07-20 | Volkswagenwerk Ag | FUEL INJECTION SYSTEM FOR AN AIR-COMPRESSING, SELF-IGNITING COMBUSTION ENGINE |
DE2729807C2 (en) * | 1977-07-01 | 1985-11-14 | Robert Bosch Gmbh, 7000 Stuttgart | Fuel injection pump with means for adjusting the start of injection for internal combustion engines |
JPS5550366Y2 (en) * | 1977-09-27 | 1980-11-22 |
-
1978
- 1978-10-14 DE DE19782844910 patent/DE2844910A1/en not_active Ceased
-
1979
- 1979-10-02 US US06/081,249 patent/US4312312A/en not_active Expired - Lifetime
- 1979-10-12 GB GB7935434A patent/GB2033474B/en not_active Expired
- 1979-10-12 FR FR7925501A patent/FR2438748B1/en not_active Expired
- 1979-10-15 JP JP13277779A patent/JPS5554640A/en active Granted
-
1989
- 1989-08-14 JP JP1208008A patent/JPH02191825A/en active Granted
Also Published As
Publication number | Publication date |
---|---|
GB2033474A (en) | 1980-05-21 |
JPS5554640A (en) | 1980-04-22 |
FR2438748B1 (en) | 1986-07-18 |
JPH0238774B2 (en) | 1990-08-31 |
US4312312A (en) | 1982-01-26 |
DE2844910A1 (en) | 1980-04-30 |
FR2438748A1 (en) | 1980-05-09 |
JPH02191825A (en) | 1990-07-27 |
GB2033474B (en) | 1982-12-22 |
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